Families looking for economy, need people-hauling ability, and whose social consciousness nags them about cutting their carbon footprint, should be dancing a conga line toward Kia dealers for a Sorento Hybrid.
This family hauler was redesigned for 2021, along with its cousin, Hyundai’s Santa Fe. Now comes the Sorento hybrid that gets roughly 10 mpg better than the internal combustion engine (ICE) model, yet isn’t a budget buster.
READ: 2021 Hyundai Santa Fe Calligraphy Review
A base ICE-powered model lists at about $31,000 while a hybrid starts about $34,000.
Performance? Not much difference between the two in everyday driving.
Acceleration is good — maybe a bit more accelerator effort in the hybrid, but even with a 6-speed automatic in place of the 8-speed dual-clutch with the ICE version, shifts are smooth. Plus the electric often powers the Sorento up to 20+ mph so it’s quiet (outside of a mild beep outside to warn pedestrians when you back up). The ICE and electric power switchovers are seamless.
Handling is solid too. The ICE model has reasonable corner turn-in and not much body lean, if any. The batteries seem to give this a lower center of gravity to feel even more solid on the highway than the previous versions, not that that was needed. Plus the weight seems to quiet the ride on city streets so they are only a bit jiggly and highways feel like you’re riding on satin.
Kia’s hybrid system mates electric battery-powered motors with a small 1.6-liter turbocharged I4. Combined the systems deliver 227 horsepower compared with 281 horses from the 2.5-liter turbo I4 in the upscale gas version, or 191 horses in a base ICE model. Yet it's torque that pushes or pulls a vehicle up to speed. Torque here is rated a more than respectable 258 lbs.-ft. vs. 311 with the more powerful gas engine.
Any of these will get Sorento up to highway speeds with ease, just the hybrid or larger ICE will do it with more authority. Note there are just three drive modes with the hybrid as opposed to five in ICE models. This one has Eco (the default), Sport, and Smart, which purportedly learns your preferred driving style and mimics it.
Eco was fine in town and I switched to Sport only when on the freeway as it delivers more acceleration and firms the steering for less highway lane fade.
A big plus, in addition to lower emissions, is all the fuel that Eco driving saves. The hybrid’s electric power comes from capturing power during deceleration and via regenerative braking. I got 37.6 mpg while the trip computer was an enthusiastic 41.6. Still, that's compared with 25.7 mpg in the ICE model tested in summer. EPA estimates are 39 mpg city and 35 highway.
Quick calculations show an average driver at that rate would save $444 a year on fuel. There’s no electric cost as this isn’t a plug-in hybrid. That’s coming shortly though. Note that if you drive more than the average 12,000 miles a year you’ll save even more.
All that is so practical, and Sorento is all of that.
Yet as I’ve said before, this Kia is handsome with a good-looking nose featuring a hexagonal grille pattern while the tail features snazzy two-bar vertical LED taillights. Similar to the fancy upscale X-Line Sorento driven earlier, this EX trim model includes a satin chrome accent on the C-pillar, plus the same around windows and a decorative chrome doodad overlapping the front fender and doors. Snazzy!
READ: 2021 Kia Sorento X-Line AWD Review
All Sorentos are nearly identical in size and come standard with three rows of seats seating six or seven, plus optional captain’s chairs in the second row — a segment exclusive. Santa Fe models don’t offer the third row.
The tester opted for the captain’s seats in row two, so would seat six. I like that this opens up some foot room for third row occupants and gives them another path out of the SUV/crossover.
Kia has also designed a push button atop the second row seats next to the headrests and another at the seat’s base. Press these and the row two seats fold and slide forward, making for easy exits from row three. A little friendly persuasion of row two occupants to slide their seats forward a bit also aids leg and foot room in back. Still, row three is best for pre-teens as the third row seats are low-riders (close to the floor) so a person’s knees ride up near the chest.
Being a family hauler dictates that safety is of utmost importance and you'll have no worries here since Sorento packs plenty of safety systems.
Standard are adaptive cruise control, blind-spot warning, forward collision avoidance and assist with cycle recognition, rear cross-traffic avoidance, lane-keeping, safe-exit assist, and parking sensors. Better yet, the lane-keeping can be turned off to avoid odd steering patterns in town when there’s construction and debris to dodge.
Inside, the test vehicle is attractive and well arranged. The dash and doors include a sort of quilted metal look to give the EX a bit of a jeweled appearance. Other trim on air ducts and the instrument pod and door releases is satin chrome while around the screen and by the gauges is a gloss black trim with matte black and silver on the console to avoid reflections.
Seats are a light gray perforated leather-like material, plus are heated. The driver’s seat is powered, but the passenger’s seat is manual and both are mildly contoured. I find the bottom cushion a bit hard, but comfy enough for city driving. The dash is black as are the tops of doors and trim.
Mid-dash is a 10-inch screen that’s easy to see and simple to use. Buttons and knobs are well arranged and labeled. I also like the dual level air vents that adjust to aim air where you need it. Visuals are nice too.
Overhead is a panoramic sunroof with power shade, an SOS system and a power hatch in back. Below the center stack is a wireless phone charger that’s easy to use, better than the Santa Fe’s arrangement. Just remember your phone when you get out of the vehicle. I forgot mine several times. Some vehicles warn you if a phone is in the charger. Not here.
The EX trim is not the top of the line, so it is missing a few things that come on fully loaded vehicles, such as a navigation system and AWD. In Wisconsin the later is most important. It runs $1,800 to $2,300 extra, depending on the Sorento’s trim level. That’s a bit unusual. AWD often is a standard option price, about $2,000.
Note that the hybrid model only is recommended for towing 2,000 lbs., the same as the lower horse ICE model. And unlike the ICE models that are made in Georgia, the hybrids are assembled in South Korea.
Pricing, which was touched on earlier, is attractive for such a well-equipped and designed SUV/crossover. Base price for the tested EX model is $37,760, including delivery. With just the snazzy bright metallic red paint as a $445 option, this one settled at $38,205. Add AWD and you’re at about $40,000.
A base hybrid starts about $34,000 and a plug-in hybrid Sorento will list about $41,000. Like most plug-ins, it’s expected to have about a 32-mile fully charged electric range.
Gas-powered (ICE) models run from $30,500 up to $44,000 if well equipped.
Choices abound with Sorento, from trim levels to power plants. If cutting pollution is high on your list along with family safety and comfort this hybrid is a desirable choice.
Overview: 2021 Kia Sorento Hybrid EX
Hits: Handsome redesign, good handling, ride, fine power, exceptional MPG. Panoramic sunroof, third row seats, power hatch, 10-inch screen, clear button arrangement, nice visuals on instrument cluster, heated front seats, large cargo area if rear seat down, roomy interior, wireless charger, and stout safety device lineup.
Misses: No navigation system at this trim level and AWD is optional.
Made in: Hwasung, So. Korea
Engine: 1.6-liter turbo I4 GDI hybrid, 227 hp/258 torque
Transmission: 6-speed automatic
Weight: 3,979 lbs.
Wheelbase: 110.6 in.
Length: 189.4 in.
Cargo: 12.6, 38.5, 75.5 cu.ft.
Tow: 2,000 lbs.
MPG: 39/35
Base Price: $37,760 (includes delivery)
Invoice: $38,545
Major Option: Runway red paint, $445
Test vehicle: $38,205
Sources: Kia, Kelley Blue Book
Editor's Note: Mark Savage's auto review column, Savage On Wheels, looks at a new vehicle every week and tells consumers what’s good, what’s not so good, and how the vehicle fits into the marketplace.
